JP2003293769A - Hot water accumulator for hybrid vehicle - Google Patents

Hot water accumulator for hybrid vehicle

Info

Publication number
JP2003293769A
JP2003293769A JP2002101068A JP2002101068A JP2003293769A JP 2003293769 A JP2003293769 A JP 2003293769A JP 2002101068 A JP2002101068 A JP 2002101068A JP 2002101068 A JP2002101068 A JP 2002101068A JP 2003293769 A JP2003293769 A JP 2003293769A
Authority
JP
Japan
Prior art keywords
hot water
internal combustion
combustion engine
heat storage
cooling water
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2002101068A
Other languages
Japanese (ja)
Other versions
JP3757892B2 (en
Inventor
Makoto Yamazaki
誠 山崎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2002101068A priority Critical patent/JP3757892B2/en
Priority to US10/390,687 priority patent/US6928962B2/en
Priority to DE10315265A priority patent/DE10315265B4/en
Priority to FR0304141A priority patent/FR2838163B1/en
Publication of JP2003293769A publication Critical patent/JP2003293769A/en
Application granted granted Critical
Publication of JP3757892B2 publication Critical patent/JP3757892B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/20—Indicating devices; Other safety devices concerning atmospheric freezing conditions, e.g. automatically draining or heating during frosty weather
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • F02N19/10—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines by heating of engine coolants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/12—Temporary overload of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P2011/205—Indicating devices; Other safety devices using heat-accumulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To prevent outflow of hot water from a heat storage tank caused by a coolant circulation operation by a coolant circulation pump for a heater during automatic stopping of an internal combustion engine. <P>SOLUTION: A hot water accumulator 62 is applied to a hybrid vehicle having the internal combustion engine 12 and an electric motor 14 as an auxiliary power source, recovers the hot water from a cooling system of the internal combustion engine 12 to the heat storage tank 64 by communicating a duct 66 with a duct 52 through a three-way selector valve 54, and supplies the hot water to the cooling system of the internal combustion engine in cold starting of the internal combustion engine. The hot water accumulator 62 sets a severe stop permission condition of the internal combustion engine where the internal combustion engine 12 is hardly automatically stopped in recovering hot water comparing with the case in recovering non-hot water (S210 to S230), prevents automatic stop of the internal combustion engine 12 as long as the severe stop condition is not established (S250 and S260), and prevents the hot water in the heat storage tank 64 from being sucked by an electric pump 56. <P>COPYRIGHT: (C)2004,JPO

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【発明の属する技術分野】本発明は、自動車等の車輌の
蓄熱装置に係り、更に詳細にはハイブリッド車輌用の温
水式の蓄熱装置に係る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat storage device for a vehicle such as an automobile, and more particularly to a hot water heat storage device for a hybrid vehicle.

【０００２】[0002]

【従来の技術】ハイブリッド車輌用の温水式蓄熱装置の
一つとして、例えば本願出願人の出願にかかる特開２０
０１−６５３８４号公報に記載されている如く、内燃機
関の冷間始動性を向上させると共に排気エミッションを
低減すべく、機関の暖機後に温められた機関冷却水の一
部を温水として抽出し蓄熱タンクに蓄える温水回収を行
い、機関の冷間始動時に機関冷却水の一部を蓄熱タンク
に蓄えられた温水に置き換え、これにより機関を温める
温水式蓄熱装置が従来より知られている。2. Description of the Related Art As one of the hot water type heat storage devices for hybrid vehicles, for example, Japanese Patent Application Laid-Open No. 20-206 of the applicant of the present application
As described in JP-A-01-65384, in order to improve cold startability of an internal combustion engine and reduce exhaust emission, a part of engine cooling water warmed after warming up the engine is extracted as hot water to store heat. BACKGROUND ART A hot water heat storage device that recovers hot water stored in a tank and replaces a part of the engine cooling water with the hot water stored in a heat storage tank when the engine is cold-started to heat the engine is conventionally known.

【０００３】かかる温水式蓄熱装置によれば、内燃機関
の運転により温められた機関冷却水の一部が温水として
蓄熱タンクに蓄えられ、機関の冷間始動時には機関冷却
水の一部が蓄熱タンクに蓄えられていた温水に置き換え
られることより機関の昇温が促進されるので、温水式蓄
熱装置が設けられていない場合に比して内燃機関の冷間
始動性を向上させると共に排気エミッションを低減する
ことができる。According to such a hot water heat storage device, a part of the engine cooling water warmed by the operation of the internal combustion engine is stored in the heat storage tank as hot water, and a part of the engine cooling water is stored when the engine is cold started. Since the temperature rise of the engine is promoted by replacing it with the hot water stored in the engine, the cold startability of the internal combustion engine is improved and exhaust emissions are reduced compared to the case where no hot water heat storage device is provided. can do.

【０００４】[0004]

【発明が解決しようとする課題】一般に、温水式蓄熱装
置による温水の回収は、昇温した機関冷却水の一部が温
水として機関の冷却系より抽出され蓄熱タンクへ供給さ
れると共に、その温水と同量の冷却水が蓄熱タンクより
排出され機関の冷却系へ戻されることにより行われる。
また昇温した機関冷却水は必要に応じて車室内暖房用ヒ
ータの熱源としても利用され、昇温した機関冷却水の一
部が機関の冷却系より抽出されヒータを経て循環され
る。Generally, in the recovery of hot water by a hot water type heat storage device, a part of the heated engine cooling water is extracted as hot water from the cooling system of the engine and is supplied to the heat storage tank, and the hot water is also collected. The same amount of cooling water is discharged from the heat storage tank and returned to the engine cooling system.
Further, the heated engine cooling water is also used as a heat source of the heater for heating the vehicle interior, if necessary, and a part of the heated engine cooling water is extracted from the cooling system of the engine and circulated through the heater.

【０００５】機関の冷却系に於ける冷却水の循環は、機
関回転軸に連動して駆動される冷却水循環ポンプによっ
て行われ、温水の回収及びヒータへの昇温冷却水の循環
供給も冷却水循環ポンプによる冷却水循環作用を利用し
て行われる。従って車輌の走行状況に応じて内燃機関が
自動停止される車輌の場合には、内燃機関が自動停止さ
れると冷却水循環ポンプも停止するので、ヒータへの昇
温冷却水の循環供給は電動ポンプの如き機関停止時用冷
却水循環手段によって行われる。The cooling water circulation in the cooling system of the engine is performed by a cooling water circulation pump which is driven in conjunction with the engine rotating shaft, and the cooling water circulation is also used for collecting the warm water and circulating the supply of the heated cooling water to the heater. It is performed by utilizing the cooling water circulation action by the pump. Therefore, in the case of a vehicle in which the internal combustion engine is automatically stopped according to the running condition of the vehicle, the cooling water circulation pump is also stopped when the internal combustion engine is automatically stopped. The cooling water circulation means for stopping the engine as described above is performed.

【０００６】そのため温水回収中に内燃機関が自動停止
され機関停止時用冷却水循環手段が作動されると、機関
停止時用冷却水循環手段による冷却水循環作用により蓄
熱タンクより温水が流出せしめられるので、蓄熱タンク
内の温水の温度が低下し、これに起因して内燃機関の冷
間始動性の向上や排気エミッションの低減を効果的に達
成することができなくなる虞れがある。Therefore, when the internal combustion engine is automatically stopped during hot water recovery and the engine stop cooling water circulation means is activated, the cooling water circulating action of the engine stop cooling water circulation means causes the hot water to flow out from the heat storage tank. There is a risk that the temperature of the hot water in the tank will drop, and as a result, the cold startability of the internal combustion engine and the reduction of exhaust emission cannot be effectively achieved.

【０００７】本発明は、機関出力を利用して冷却水が循
環される第一及び第二の冷却水循環系を備えた内燃機関
と、所定の停止条件が成立したときには内燃機関を自動
的に停止させる自動停止手段と、内燃機関の停止中に第
二の冷却水循環系に冷却水を循環させる機関停止時冷却
水循環手段とを有するハイブリッド車輌のための従来の
温水式蓄熱装置に於ける上述の如き問題に鑑みてなされ
たものであり、本発明の主要な課題は、機関停止時用冷
却水循環手段による冷却水循環作用により蓄熱タンクよ
り温水が流出せしめられることを防止することにより、
蓄熱タンク内の温水の温度が低下すること及びこれに起
因して内燃機関の冷間始動性の向上や排気エミッション
の低減を効果的に達成することができなくなる虞れを低
減することである。According to the present invention, an internal combustion engine having first and second cooling water circulation systems in which cooling water is circulated by utilizing engine output, and an internal combustion engine is automatically stopped when a predetermined stop condition is satisfied. As described above in the conventional hot water heat storage device for a hybrid vehicle having automatic stop means for controlling and engine cooling water circulation means for circulating cooling water in the second cooling water circulation system while the internal combustion engine is stopped. In view of the problems, the main problem of the present invention is to prevent hot water from flowing out from the heat storage tank by the cooling water circulating action by the engine stop time cooling water circulating means,
Another object is to reduce the temperature of the hot water in the heat storage tank and to reduce the risk that the cold startability of the internal combustion engine and the reduction of exhaust emission cannot be effectively achieved due to this.

【０００８】[0008]

【課題を解決するための手段】上述の主要な課題は、本
発明によれば、請求項１の構成、即ち機関出力を利用し
て冷却水が循環される第一及び第二の冷却水循環系を備
えた内燃機関と、所定の停止条件が成立したときには前
記内燃機関を自動的に停止させる自動停止手段と、前記
内燃機関の停止中に前記第二の冷却水循環系に冷却水を
循環させる機関停止時冷却水循環手段とを有するハイブ
リッド車輌のための温水式蓄熱装置であって、前記内燃
機関より前記第二の冷却水循環系の一部を経て昇温した
冷却水の一部を温水として回収し蓄える蓄熱タンクを有
する温水式蓄熱装置にして、前記内燃機関の自動停止中
に温水が回収される事態の発生を抑制する抑制手段を有
することを特徴とする温水式蓄熱装置によって達成され
る。According to the present invention, the above-mentioned main problem is that the first and second cooling water circulation systems in which cooling water is circulated by utilizing the structure of claim 1 are utilized. An internal combustion engine including: an automatic stop means for automatically stopping the internal combustion engine when a predetermined stop condition is satisfied; and an engine for circulating cooling water in the second cooling water circulation system while the internal combustion engine is stopped. A hot water type heat storage device for a hybrid vehicle having a cooling water circulation means during stop, wherein a part of the cooling water heated from the internal combustion engine through a part of the second cooling water circulation system is recovered as hot water. A hot water type heat storage device having a heat storage tank for storing, and a hot water type heat storage device characterized by having a suppressing means for suppressing the occurrence of a situation where hot water is collected while the internal combustion engine is automatically stopped.

【０００９】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１の構成に於いて、前
記抑制手段は温水が回収されているときには前記内燃機
関の自動停止を抑制するよう構成される（請求項２の構
成）。Further, according to the present invention, in order to effectively achieve the above-mentioned main problem, in the structure of claim 1, the suppressing means automatically stops the internal combustion engine when hot water is collected. Is configured to be suppressed (configuration of claim 2).

【００１０】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１の構成に於いて、前
記抑制手段は温水回収中に前記内燃機関の自動停止回数
が所定値以上となったときには温水の回収が完了するま
で前記内燃機関の自動停止を禁止するよう構成される
（請求項３の構成）。Further, according to the present invention, in order to effectively achieve the above-mentioned main problem, in the structure of the above-mentioned claim 1, the suppressing means sets a predetermined number of automatic stop of the internal combustion engine during hot water recovery. When the value exceeds the value, the automatic stop of the internal combustion engine is prohibited until the collection of the hot water is completed (configuration of claim 3).

【００１１】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１の構成に於いて、前
記抑制手段は温水が回収されているときに前記内燃機関
が自動停止されるときには温水の回収を終了し前記蓄熱
タンクと前記第二の冷却水循環系との間の連通を遮断す
るよう構成される（請求項４の構成）。According to the present invention, in order to effectively achieve the above-mentioned main problem, in the structure of the above-mentioned claim 1, the suppressing means is configured such that the internal combustion engine is automatically operated when hot water is collected. When stopped, collection of hot water is completed and communication between the heat storage tank and the second cooling water circulation system is cut off (configuration of claim 4).

【００１２】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１の構成に於いて、前
記抑制手段は温水が回収されているときに前記内燃機関
が自動停止されるときには前記蓄熱タンクと前記第二の
冷却水循環系との間の連通を遮断し温水の回収を中断す
るよう構成される（請求項５の構成）。According to the present invention, in order to effectively achieve the above-mentioned main problems, in the structure of the above-mentioned claim 1, the suppressing means is configured such that the internal combustion engine is automatically operated when hot water is collected. When stopped, the communication between the heat storage tank and the second cooling water circulation system is cut off, and the collection of hot water is interrupted (configuration of claim 5).

【００１３】[0013]

【発明の作用及び効果】上記請求項１の構成によれば、
内燃機関の自動停止中に温水が回収される事態、換言す
れば内燃機関の自動停止状態と温水の回収とが時間的に
重なる事態の発生が抑制されるので、機関停止時用冷却
水循環手段による冷却水循環作用により蓄熱タンクより
温水が流出せしめられる事態の発生を抑制することがで
き、従って蓄熱タンクより温水が流出し蓄熱タンク内の
温水の温度が低下すること及びこれに起因して内燃機関
の冷間始動性の向上や排気エミッションの低減を効果的
に達成することができなくなる虞れを低減することがで
きる。According to the constitution of the above-mentioned claim 1,
Since the occurrence of the situation where hot water is collected during the automatic stop of the internal combustion engine, in other words, the situation where the automatic stop state of the internal combustion engine and the collection of hot water overlap with each other in time, is suppressed, the engine stop cooling water circulation means is used. It is possible to suppress the occurrence of a situation in which the hot water flows out from the heat storage tank due to the cooling water circulation action, so that the hot water flows out from the heat storage tank and the temperature of the hot water in the heat storage tank decreases, and as a result, It is possible to reduce the risk that improvement of cold startability and reduction of exhaust emission cannot be effectively achieved.

【００１４】一般に、機関停止時用冷却水循環手段によ
る冷却水循環作用により蓄熱タンクより温水が流出せし
められることを防止する一つの手段として、温水回収中
に内燃機関が自動停止されたときには第二の冷却水循環
系と蓄熱タンクとの連通を遮断することが考えられる
が、この場合には温水回収中に内燃機関が自動停止され
る度に弁装置により第二の冷却水循環系と蓄熱タンクと
の連通を遮断しなければならず、内燃機関が自動停止さ
れない車輌の場合に比して弁装置の切換え作動の頻度が
高くなるため、弁装置の耐久性の悪化が懸念される。Generally, as one means for preventing hot water from flowing out of the heat storage tank by the cooling water circulating action of the engine stop cooling water circulating means, when the internal combustion engine is automatically stopped during hot water recovery, the second cooling is performed. It is conceivable to cut off the communication between the water circulation system and the heat storage tank, but in this case, every time the internal combustion engine is automatically stopped during hot water recovery, the valve device establishes communication between the second cooling water circulation system and the heat storage tank. Since it has to be shut off, the frequency of switching operation of the valve device is higher than in the case of a vehicle in which the internal combustion engine is not automatically stopped, so there is concern that the durability of the valve device may deteriorate.

【００１５】上記請求項２の構成によれば、温水が回収
されているときには内燃機関の自動停止が抑制されるの
で、機関停止時用冷却水循環手段による冷却水循環作用
により蓄熱タンクより温水が流出せしめられる事態の発
生を抑制することができ、従って弁装置により第二の冷
却水循環系と蓄熱タンクとの連通を遮断する必要がな
く、弁装置の切換え作動の頻度が高くなることに起因し
て弁装置の耐久性が悪化することを確実に防止すること
ができる。According to the second aspect of the present invention, since the automatic stop of the internal combustion engine is suppressed when the hot water is collected, the hot water flows out from the heat storage tank by the cooling water circulating action of the engine stop cooling water circulating means. It is possible to suppress the occurrence of such a situation, and therefore it is not necessary to cut off the communication between the second cooling water circulation system and the heat storage tank by the valve device, and the switching operation of the valve device becomes frequent It is possible to reliably prevent the durability of the device from being deteriorated.

【００１６】また上記請求項３の構成によれば、温水回
収中に内燃機関の自動停止回数が所定値以上となったと
きには温水の回収が完了するまで内燃機関の自動停止が
禁止されるので、機関停止時用冷却水循環手段による冷
却水循環作用により蓄熱タンクより多量の温水が流出せ
しめられることを防止することができ、また弁装置の切
換え作動の頻度が高くなることに起因して弁装置の耐久
性が悪化することを確実に防止することができる。According to the third aspect of the present invention, when the number of automatic stop of the internal combustion engine during hot water recovery exceeds a predetermined value, the automatic stop of the internal combustion engine is prohibited until the recovery of hot water is completed. It is possible to prevent a large amount of hot water from flowing out from the heat storage tank due to the cooling water circulating action by the cooling water circulation means for engine stop, and also because the frequency of switching operation of the valve device becomes high, the durability of the valve device is increased. It is possible to reliably prevent the deterioration of sex.

【００１７】また上記請求項４の構成によれば、温水が
回収されているときに内燃機関が自動停止されるときに
は温水の回収が終了され蓄熱タンクと第二の冷却水循環
系との間の連通が遮断されるので、機関停止時用冷却水
循環手段による冷却水循環作用により蓄熱タンクより温
水が流出せしめられることを確実に防止することができ
る。Further, according to the above configuration, when the internal combustion engine is automatically stopped while the hot water is being collected, the collection of the hot water is completed and the communication between the heat storage tank and the second cooling water circulation system is established. Since the engine is shut off, it is possible to reliably prevent hot water from flowing out from the heat storage tank due to the cooling water circulating action of the engine stop cooling water circulating means.

【００１８】また上記請求項５の構成によれば、温水が
回収されているときに内燃機関が自動停止されるときに
は蓄熱タンクと第二の冷却水循環系との間の連通が遮断
され温水の回収が中断されるので、上記請求項４の構成
の場合と同様、機関停止時用冷却水循環手段による冷却
水循環作用により蓄熱タンクより温水が流出せしめられ
ることを確実に防止することができ、また内燃機関の再
始動後に再度温水を回収することにより蓄熱タンク内に
確実に高温の温水を回収することができる。Further, according to the above-mentioned structure, when the internal combustion engine is automatically stopped while the hot water is being collected, the communication between the heat storage tank and the second cooling water circulation system is cut off and the hot water is collected. As described above, it is possible to reliably prevent hot water from flowing out of the heat storage tank by the cooling water circulating action by the engine stop cooling water circulating means, as in the case of the configuration of the above-mentioned claim 4. By recovering the hot water again after the restart, the high-temperature hot water can be reliably recovered in the heat storage tank.

【００１９】[0019]

【課題解決手段の好ましい態様】本発明の一つの好まし
い態様によれば、上記請求項１乃至５の構成に於いて、
温水式蓄熱装置は内燃機関の冷間始動時に蓄熱タンクよ
り内燃機関の冷却系へ温水を供給し内燃機関の暖機を促
進する温水供給手段を有する温水式暖機促進装置の一部
を構成するよう構成される（好ましい態様１）。According to one preferred aspect of the present invention, in the above-mentioned constitutions of claims 1 to 5,
The hot water type heat storage device constitutes a part of a hot water type warming acceleration device having hot water supply means for supplying warm water from a heat storage tank to a cooling system of the internal combustion engine to accelerate warming up of the internal combustion engine when the internal combustion engine is cold-started. (Preferred embodiment 1).

【００２０】本発明の他の一つの好ましい態様によれ
ば、上記請求項１の構成に於いて、第二の冷却水循環系
は車室内暖房用ヒータへ温水を供給するための冷却水循
環系であるよう構成される（好ましい態様２）。According to another preferred aspect of the present invention, in the structure of claim 1, the second cooling water circulation system is a cooling water circulation system for supplying hot water to the heater for heating the vehicle interior. (Preferred aspect 2).

【００２１】本発明の他の一つの好ましい態様によれ
ば、上記請求項２の構成に於いて、抑制手段は温水が回
収されているときには温水が回収されていないときに比
して内燃機関の自動停止許可条件を厳しくすることによ
り内燃機関の自動停止を抑制するよう構成される（好ま
しい態様３）。According to another preferred embodiment of the present invention, in the structure of the above-mentioned claim 2, the suppressing means of the internal combustion engine when the hot water is collected is higher than when the hot water is not collected. It is configured to suppress the automatic stop of the internal combustion engine by tightening the automatic stop permission condition (preferred aspect 3).

【００２２】本発明の他の一つの好ましい態様によれ
ば、上記請求項４の構成に於いて、蓄熱タンク内の温度
が所定値以上である場合に温水の回収を終了し蓄熱タン
クと第二の冷却水循環系との間の連通を遮断するよう構
成される（好ましい態様４）。According to another preferred aspect of the present invention, in the structure of claim 4, when the temperature in the heat storage tank is equal to or higher than a predetermined value, the collection of hot water is completed and the second It is configured to cut off communication with the cooling water circulation system (preferred aspect 4).

【００２３】本発明の他の一つの好ましい態様によれ
ば、上記請求項５の構成に於いて、蓄熱タンク内の温度
が所定値未満である場合に蓄熱タンクと第二の冷却水循
環系との間の連通を遮断し温水の回収を中断するよう構
成される（好ましい態様５）。According to another preferred aspect of the present invention, in the structure of claim 5, the heat storage tank and the second cooling water circulation system are connected when the temperature in the heat storage tank is less than a predetermined value. It is configured to interrupt the communication between them and interrupt the collection of hot water (preferred aspect 5).

【００２４】本発明の他の一つの好ましい態様によれ
ば、上記請求項１乃至５の構成に於いて、蓄熱タンクは
弁装置を介して第二の冷却水循環系に接続され、弁装置
は通常時には第二の冷却水循環系の連通を維持すると共
に蓄熱タンクと第二の冷却水循環系との連通を遮断し、
温水回収時には第二の冷却水循環系の連通を維持して蓄
熱タンクと第二の冷却水循環系とを連通接続するよう構
成される（好ましい態様６）。According to another preferred embodiment of the present invention, in the structure of claims 1 to 5, the heat storage tank is connected to the second cooling water circulation system via a valve device, and the valve device is usually Sometimes the second cooling water circulation system is maintained in communication and the heat storage tank is shut off from the second cooling water circulation system,
When collecting the hot water, the second cooling water circulation system is maintained in communication and the heat storage tank and the second cooling water circulation system are connected for communication (preferred aspect 6).

【００２５】本発明の他の一つの好ましい態様によれ
ば、上記好ましい態様６の構成に於いて、第二の冷却水
循環系は内燃機関が自動停止されているときに作動する
電動ポンプを含むよう構成される（好ましい態様７）。According to another preferred embodiment of the present invention, in the structure of the preferred embodiment 6, the second cooling water circulation system includes an electric pump which operates when the internal combustion engine is automatically stopped. (Preferred embodiment 7).

【００２６】[0026]

【発明の実施の形態】以下に添付の図を参照しつつ、本
発明を幾つかの好ましい実施形態について詳細に説明す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention will now be described in detail with reference to the accompanying drawings, in which some preferred embodiments are described.

【００２７】第一の実施形態 図１は温水式暖機促進装置に適用された本発明による温
水式蓄熱装置の第一の実施形態が組み込まれたハイブリ
ッド装置を示す概略構成図、図２は本発明による温水式
蓄熱装置の第一の実施形態を内燃機関及びその冷却系と
共に示す概略構成図である。 First Embodiment FIG. 1 is a schematic configuration diagram showing a hybrid device incorporating a first embodiment of a hot water type heat storage device according to the present invention applied to a hot water type warming-up promoting device, and FIG. 1 is a schematic configuration diagram showing a first embodiment of a hot water heat storage device according to the invention together with an internal combustion engine and a cooling system thereof.

【００２８】図１に於いて、１０はハイブリッド装置を
示しており、ハイブリッド装置１０はガソリンエンジン
の如き内燃機関１２と補助動力源としての電動モータ
（電動機）１４とを有している。内燃機関１２の出力回
転軸１２Ａ及び電動モータ１４の回転軸１４Ａは動力分
配装置１６に機械的に接続されており、動力分配装置１
６には発電機１８の回転軸１８Ａも機械的に接続されて
いる。動力分配装置１６は遊星歯車機構を含み、内燃機
関１２の動力を回転軸１４Ａへ伝達するモードと、回転
軸１８Ａへ伝達するモードと、回転軸１４Ａ及び１８Ａ
へ伝達するモードとに切り替るようになっている。In FIG. 1, reference numeral 10 denotes a hybrid device, which has an internal combustion engine 12 such as a gasoline engine and an electric motor (electric motor) 14 as an auxiliary power source. The output rotation shaft 12A of the internal combustion engine 12 and the rotation shaft 14A of the electric motor 14 are mechanically connected to the power distribution device 16, and the power distribution device 1
A rotating shaft 18A of the generator 18 is also mechanically connected to the motor 6. The power distribution device 16 includes a planetary gear mechanism, and a mode for transmitting power of the internal combustion engine 12 to the rotary shaft 14A, a mode for transmitting power to the rotary shaft 18A, and rotary shafts 14A and 18A.
It is designed to switch to the mode that transmits to.

【００２９】回転軸１４Ａは差動歯車装置を内蔵する減
速機２０を介して左右のドライブシャフト２２Ｌ及び２
２Ｒの内端に駆動接続され、ドライブシャフト２２Ｌ及
び２２Ｒの外端は図1には示されていない等速ジョイン
トを介して左右の駆動輪２４Ｌ及び２４Ｒに連結されて
いる。車輌の走行時には回転軸１４Ａの動力が減速機２
０、ドライブシャフト２２Ｌ及び２２Ｒを介して駆動輪
２４Ｌ及び２４Ｒへ走行用駆動力として伝達され、車輌
の減速制動時には駆動輪２４Ｌ及び２４Ｒが路面より受
ける回転駆動力がドライブシャフト２２Ｌ及び２２Ｒ、
減速機２０を介して回転軸１４Ａへ伝達される。The rotary shaft 14A is provided with a left and right drive shafts 22L and 2L via a speed reducer 20 having a built-in differential gear device.
The inner ends of 2R are drivingly connected, and the outer ends of the drive shafts 22L and 22R are connected to the left and right driving wheels 24L and 24R via constant velocity joints not shown in FIG. When the vehicle is running, the power of the rotating shaft 14A is reduced by the speed reducer 2.
0, the drive force is transmitted to the drive wheels 24L and 24R through the drive shafts 22L and 22R as traveling drive force, and the rotational drive force received from the road surface by the drive wheels 24L and 24R during deceleration braking of the vehicle is the drive shafts 22L and 22R,
It is transmitted to the rotary shaft 14A via the speed reducer 20.

【００３０】電動モータ１４及び発電機１８は交流仕様
のものであり、インバータ２６を介してバッテリ２８と
電気的に接続されている。電動モータ１４はバッテリ２
８より供給されインバータ２６により交流に変換された
駆動電流が供給されることにより必要に応じて動力を発
生し、また車輌の減速制動時には回生発電機として機能
し、その発電電流はインバータ２６により直流に変換さ
れた後バッテリ２８へ供給されバッテリが充電される。
発電機１８は内燃機関１２より動力分配装置１６を介し
て動力が供給されることにより発電し、その発電電流は
インバータ２６により直流に変換された後バッテリ２８
へ供給されバッテリが充電され、或いは必要に応じてそ
の発電電流がインバータ２６を介して電動モータ１４へ
供給され電動モータが駆動される。The electric motor 14 and the generator 18 are of the AC specification, and are electrically connected to the battery 28 via the inverter 26. The electric motor 14 is the battery 2
Drive power is supplied from the inverter 8 and is converted to alternating current by the inverter 26 to generate power as needed, and it also functions as a regenerative generator during deceleration and braking of the vehicle. After being converted into, the battery 28 is supplied to the battery 28 to be charged.
The generator 18 generates power by being supplied with power from the internal combustion engine 12 via the power distribution device 16, and the generated current is converted into direct current by the inverter 26 and then the battery 28.
Is supplied to the electric motor 14 to charge the battery, or the generated current is supplied to the electric motor 14 via the inverter 26 as necessary to drive the electric motor.

【００３１】図示のハイブリッド装置１０に於いては、
内燃機関１２は内燃機関制御装置３０により制御され、
電動モータ１４、動力分配装置１６、発電機１８、イン
バータ２６はハイブリッド制御装置３２により制御され
る。内燃機関制御装置３０及びハイブリッド制御装置３
２はそれらの間に於いて必要な信号の通信を行うと共
に、車輌の走行状況に応じて互いに共働して下記の車輌
走行モードを達成する。尚内燃機関制御装置３０及びハ
イブリッド制御装置３２はそれぞれＣＰＵとＲＯＭとＲ
ＡＭと入出力ポート装置とを有しこれらが双方向性のコ
モンバスにより互いに接続された一般的な構成のマイク
ロコンピュータであってよい。In the illustrated hybrid device 10,
The internal combustion engine 12 is controlled by the internal combustion engine control device 30,
The electric motor 14, the power distribution device 16, the generator 18, and the inverter 26 are controlled by the hybrid control device 32. Internal combustion engine controller 30 and hybrid controller 3
2 communicates necessary signals between them, and cooperates with each other according to the traveling condition of the vehicle to achieve the following vehicle traveling modes. The internal combustion engine control device 30 and the hybrid control device 32 respectively include a CPU, a ROM, and an R.
It may be a microcomputer having a general configuration that has an AM and an input / output port device and is connected to each other by a bidirectional common bus.

【００３２】（Ａ）発進及び低速走行モード 車輌の発進時及び低速走行時に於いては、内燃機関の効
率が他の運転域に比して低いので、内燃機関１２が停止
され又は空転される状態にて電動モータ１４がバッテリ
２８よりインバータ２６を経て供給される駆動電流によ
り駆動され、車輌は電気自動車として走行する。尚内燃
機関１２が低温状態にあるときには、一定の温度以上に
なるまで内燃機関１２がアイドリング運転されるが、そ
の動力は外部へ伝達されない。(A) Start-up and low speed running mode When the vehicle is starting up and running at low speed, the efficiency of the internal combustion engine is lower than in other operating regions, so that the internal combustion engine 12 is stopped or idled. The electric motor 14 is driven by the drive current supplied from the battery 28 via the inverter 26, and the vehicle runs as an electric vehicle. When the internal combustion engine 12 is in a low temperature state, the internal combustion engine 12 is idling until it reaches a certain temperature or higher, but its power is not transmitted to the outside.

【００３３】（Ｂ）通常走行モード 車輌の通常走行時には、内燃機関１２の動力が動力分配
装置１６により発電機１８及び減速機２０へ分配され、
発電機１８により発電された電力により電動モータ１４
が駆動され、駆動輪２４Ｌ及び２４Ｒは動力分配装置１
６より減速機２０へ供給される動力及び電動モータ１４
により発生され減速機２０へ供給される動力の両者によ
り駆動される。(B) Normal traveling mode During normal traveling of the vehicle, the power of the internal combustion engine 12 is distributed by the power distribution device 16 to the generator 18 and the speed reducer 20,
The electric motor 14 is driven by the electric power generated by the generator 18.
Is driven, and the drive wheels 24L and 24R are driven by the power distribution device 1
6, the power supplied to the speed reducer 20 and the electric motor 14
It is driven by both of the power generated by and supplied to the speed reducer 20.

【００３４】（Ｃ）高負荷走行モード 車輌が全開加速時や急坂登坂時の如き高負荷走行状態に
あるときには、通常走行モードの場合と同様、内燃機関
１２の動力が動力分配装置１６により発電機１８及び減
速機２０へ分配されるが、電動モータ１４は発電機１８
により発電された電力及びバッテリ２８よりインバータ
２６を経て供給される駆動電流の両者によって駆動さ
れ、これにより駆動輪２４Ｌ及び２４Ｒは高い駆動力に
て駆動される。(C) High load running mode When the vehicle is in a high load running state such as full-open acceleration or climbing a steep slope, the power of the internal combustion engine 12 is generated by the power distribution device 16 as in the normal running mode. 18 and the reducer 20, the electric motor 14 is a generator 18
Is driven by both the electric power generated by and the drive current supplied from the battery 28 through the inverter 26, whereby the drive wheels 24L and 24R are driven with a high drive force.

【００３５】（Ｄ）減速制動モード 車輌の減速制動時には、前述の如く駆動輪２４Ｌ及び２
４Ｒが路面より受ける回転駆動力がドライブシャフト２
２Ｌ及び２２Ｒ、減速機２０、回転軸１４Ａを介して電
動モータ１４へ伝達され、電動モータ１４が回生発電機
として機能することにより発電された電力がインバータ
２６を経てバッテリ２８へ供給されバッテリが充電され
る。(D) Deceleration braking mode During deceleration braking of the vehicle, the drive wheels 24L and 24L are driven as described above.
The rotational drive force that 4R receives from the road surface is the drive shaft 2.
Electric power that is transmitted to the electric motor 14 via the 2L and 22R, the speed reducer 20, and the rotating shaft 14A and is generated by the electric motor 14 functioning as a regenerative generator is supplied to the battery 28 via the inverter 26 and the battery is charged. To be done.

【００３６】（Ｅ）バッテリ充電モード バッテリ２８は常に一定の充電状態を維持するよう制御
される。従ってバッテリ２８の充電量が所定値以下に低
下したことがＳＯＣメータ２８Ａにより検出されると、
上記通常走行モード時に内燃機関１２の出力が増大され
ると共に、動力分配装置１６により発電機１８への分配
動力が増大され、発電機１８による発電電力の増大分が
インバータ２６を経てバッテリ２８へ供給されバッテリ
が充電される。(E) Battery Charging Mode The battery 28 is controlled so as to always maintain a constant charging state. Therefore, when the SOC meter 28A detects that the charge amount of the battery 28 has dropped below a predetermined value,
In the normal running mode, the output of the internal combustion engine 12 is increased, the power distribution device 16 increases the distributed power to the generator 18, and the increased power generated by the generator 18 is supplied to the battery 28 via the inverter 26. Then the battery is charged.

【００３７】（Ｆ）エコランモード 例えば信号待ち時の如く、減速制動により車速が所定値
以下に低下し車輌が停止すると、内燃機関１２による無
駄な燃料消費を防止すべく、内燃機関１２の温度が一定
の温度以上であれば、図には示されていないイグニッシ
ョンスイッチがオン状態にあっても内燃機関１２が自動
的に停止される。(F) Eco-run mode When the vehicle speed drops below a predetermined value due to deceleration braking and the vehicle stops, such as when waiting for a signal, the temperature of the internal combustion engine 12 rises in order to prevent unnecessary fuel consumption by the internal combustion engine 12. If the temperature is equal to or higher than a certain temperature, the internal combustion engine 12 is automatically stopped even if an ignition switch (not shown) is on.

【００３８】図には示されていないが、内燃機関１２内
には周知の要領にて冷却水通路が設けられており、冷却
水通路は内燃機関１２の出力回転軸１２Ａよりこれに連
動して駆動される冷却水循環ポンプ４０及び導管４２、
４４によりラジエータ４６に接続され、これらと共働し
て内燃機関１２の冷却系、特に第一の冷却水循環系を構
成している。図２に於いて、４８はラジエータ４６をバ
イパスするバイパス通路を示し、５０は導管４２に設け
られたサーモスタット弁を示している。Although not shown in the drawing, a cooling water passage is provided in the internal combustion engine 12 in a well-known manner, and the cooling water passage is interlocked with the output rotary shaft 12A of the internal combustion engine 12. Driven cooling water circulation pump 40 and conduit 42,
It is connected to a radiator 46 by 44 and cooperates with them to form a cooling system of the internal combustion engine 12, particularly a first cooling water circulation system. In FIG. 2, reference numeral 48 denotes a bypass passage bypassing the radiator 46, and 50 denotes a thermostat valve provided in the conduit 42.

【００３９】サーモスタット弁５０は冷却水温度が低い
ときには冷却水循環ポンプ４０の吸入側をバイパス通路
４８に接続し、冷却水はラジエータ４６を通過すること
なく内燃機関１２内の冷却水通路及びバイパス通路４８
のみを循環する。またサーモスタット弁５０は冷却水温
度がある程度以上に上昇すると冷却水循環ポンプ４０の
吸入側を導管４２に接続し、冷却水はラジエータ４６及
び内燃機関１２内の冷却水通路を直列式に通過して循環
し、ラジエータ４６に於いて冷却される。The thermostat valve 50 connects the suction side of the cooling water circulation pump 40 to the bypass passage 48 when the cooling water temperature is low, so that the cooling water does not pass through the radiator 46 and the cooling water passage inside the internal combustion engine 12 and the bypass passage 48.
Circulate only. Further, the thermostat valve 50 connects the suction side of the cooling water circulation pump 40 to the conduit 42 when the cooling water temperature rises above a certain level, and the cooling water circulates through the radiator 46 and the cooling water passage in the internal combustion engine 12 in series. Then, it is cooled in the radiator 46.

【００４０】また内燃機関１２内の冷却水通路は導管５
２により三方向切換弁５４に接続され、三方向切換弁５
４は途中に電動ポンプ５６及び室内暖房用のヒータ５８
を有する導管６０により冷却水循環ポンプ４０とサーモ
スタット弁５０との間の導管４２に接続され、これによ
り導管５２、６０、電動ポンプ５６等は第二の冷却水循
環系としてのヒータ用温水循環系を構成している。ヒー
タ５８を作動させる際には、三方向切換弁５４により導
管５２と導管６０とが接続され、内燃機関１２内の冷却
水通路を通過することにより温められた冷却水（温水）
の一部がヒータ５８に通され、導管６０、４２及び冷却
水循環ポンプ４０を経て内燃機関１２内へ戻される。The cooling water passage in the internal combustion engine 12 is a conduit 5
2 is connected to the three-way switching valve 54, and the three-way switching valve 5
4 is an electric pump 56 and a heater 58 for indoor heating in the middle
Is connected to the conduit 42 between the cooling water circulation pump 40 and the thermostat valve 50, whereby the conduits 52, 60, the electric pump 56 and the like constitute a heater hot water circulation system as a second cooling water circulation system. is doing. When the heater 58 is operated, the conduit 52 and the conduit 60 are connected by the three-way switching valve 54, and the cooling water (hot water) is warmed by passing through the cooling water passage in the internal combustion engine 12.
Is partially passed through the heater 58 and returned to the internal combustion engine 12 via the conduits 60 and 42 and the cooling water circulation pump 40.

【００４１】一般に、内燃機関１２の運転に伴う機関本
体の昇温はシリンダブロック側よりもシリンダヘッド側
の方に於いて大きいので、導管５２は内燃機関１２のシ
リンダヘッド側に接続されている。また図示の実施形態
に於いては、導管５２は導管４４とは独立に内燃機関１
２内の冷却水通路に接続されているが、これらの導管は
それらに共通の部分にて内燃機関１２内の冷却水通路に
接続されていてもよい。Generally, since the temperature rise of the engine body due to the operation of the internal combustion engine 12 is larger on the cylinder head side than on the cylinder block side, the conduit 52 is connected to the cylinder head side of the internal combustion engine 12. In the illustrated embodiment, the conduit 52 is independent of the conduit 44 and the internal combustion engine 1
2 are connected to the cooling water passages in the internal combustion engine 12, but these conduits may be connected to the cooling water passages in the internal combustion engine 12 in a part common to them.

【００４２】図２に示されている如く、内燃機関１２の
冷却系には本発明による温水式蓄熱装置６２が併設され
ており、蓄熱装置６２は内燃機関１２内にて温められた
冷却水の一部を温水として内燃機関１２の冷却系より回
収し、内燃機関１２の冷間始動時に回収していた温水を
内燃機関１２の冷却系へ供給し、これにより内燃機関１
２の昇温を補助することによりその暖機を促進する温水
式暖機促進装置の一部を構成している。As shown in FIG. 2, a hot water type heat storage device 62 according to the present invention is installed in the cooling system of the internal combustion engine 12, and the heat storage device 62 is used for cooling water heated in the internal combustion engine 12. A part of the hot water is recovered from the cooling system of the internal combustion engine 12, and the hot water recovered when the internal combustion engine 12 is cold started is supplied to the cooling system of the internal combustion engine 12.
It constitutes a part of a warm water type warm-up promoting device that promotes the warm-up by assisting the temperature rise of 2.

【００４３】蓄熱装置６２は断熱性に優れた材料にて形
成された蓄熱タンク６４を有し、蓄熱タンク６４は導管
６６により三方向切換弁５４に接続され、また途中に電
動ポンプ６８を有する導管７０によりヒータ５８と導管
４２との間の導管６０に接続されている。尚導管７０は
冷却水循環ポンプ４０とサーモスタット弁５０との間の
導管４２に直接接続されてもよく、また導管４２に直接
接続された導管７０に導管６０が接続されてもよい。The heat storage device 62 has a heat storage tank 64 formed of a material having excellent heat insulating properties, and the heat storage tank 64 is connected to the three-way switching valve 54 by a conduit 66 and a conduit having an electric pump 68 on the way. 70 connects to conduit 60 between heater 58 and conduit 42. The conduit 70 may be directly connected to the conduit 42 between the cooling water circulation pump 40 and the thermostat valve 50, or the conduit 60 may be connected to the conduit 70 directly connected to the conduit 42.

【００４４】三方向切換弁５４は図には示されていない
イグニッションスイッチがオン状態にあるときには、導
管５２と導管６０とを接続し且つ導管５２と導管６６と
の連通を遮断する状態に維持され、温水回収時には導管
５２と導管６０及び６６とを接続し、イグニッションス
イッチがオフ状態に切り換えられると、導管５２と導管
６０との連通を遮断し且つ導管５２と導管６６とを接続
する。The three-way selector valve 54 is maintained in a state of connecting the conduit 52 and the conduit 60 and disconnecting the communication between the conduit 52 and the conduit 66 when the ignition switch (not shown) is in the ON state. , The conduit 52 is connected to the conduits 60 and 66 during hot water recovery, and when the ignition switch is turned off, the communication between the conduit 52 and the conduit 60 is cut off and the conduit 52 and the conduit 66 are connected.

【００４５】蓄熱装置６２が内燃機関１２の冷却系より
蓄熱タンク６４へ温水を回収する際には、三方向切換弁
５４により導管５２と導管６０との接続状態が維持され
たまま導管５２と導管６６とが接続され、冷却水循環ポ
ンプ４０の循環作用により内燃機関１２の冷却系の温水
が導管５２、三方向切換弁５４、導管６６を経て蓄熱タ
ンク６４内へ導入され、蓄熱タンク６４内の冷却水が導
管７０を経て内燃機関１２の冷却系へ戻される。When the heat storage device 62 recovers hot water from the cooling system of the internal combustion engine 12 to the heat storage tank 64, the conduit 52 and the conduit 60 are maintained while the connection between the conduit 52 and the conduit 60 is maintained by the three-way switching valve 54. 66, the hot water of the cooling system of the internal combustion engine 12 is introduced into the heat storage tank 64 via the conduit 52, the three-way switching valve 54, and the conduit 66 by the circulation action of the cooling water circulation pump 40, and the cooling in the heat storage tank 64 is performed. Water is returned to the cooling system of the internal combustion engine 12 via conduit 70.

【００４６】三方向切換弁５４及び電動ポンプ５６、６
８は内燃機関制御装置３０により制御される。内燃機関
制御装置３０には、機関回転数センサ７２により検出さ
れた機関回転数Ｎeを示す信号が入力され、また機関冷
却水温センサ７４により検出された内燃機関１２内の冷
却水通路の出口に於ける冷却水温Ｔcを示す信号及び蓄
熱タンク内水温センサ７６により検出された蓄熱タンク
６４内の冷却水（温水）の温度Ｔhを示す信号が入力さ
れ、これにより内燃機関１２の冷却系及び蓄熱装置６２
を以下のモードにて作動させる。Three-way switching valve 54 and electric pumps 56, 6
8 is controlled by the internal combustion engine controller 30. A signal indicating the engine speed Ne detected by the engine speed sensor 72 is input to the internal combustion engine control device 30, and at the outlet of the cooling water passage in the internal combustion engine 12 detected by the engine cooling water temperature sensor 74. A signal indicating the cooling water temperature Tc and a signal indicating the temperature Th of the cooling water (warm water) in the heat storage tank 64 detected by the water temperature sensor in the heat storage tank 76 are input, whereby the cooling system of the internal combustion engine 12 and the heat storage device 62.
Operate in the following modes.

【００４７】尚内燃機関制御装置３０及びハイブリッド
制御装置３２には上記センサ以外のセンサにより検出さ
れた値を示す信号も入力されるが、図１及び図２に於い
ては簡略化の目的で、後述の温水回収制御に関連する検
出値を検出するセンサのみが図示されている。A signal indicating a value detected by a sensor other than the above sensors is also input to the internal combustion engine control device 30 and the hybrid control device 32. However, in FIGS. 1 and 2, for the purpose of simplification, Only the sensor that detects the detection value related to the hot water recovery control described later is shown.

【００４８】（ａ）冷間始動（温水非供給）モード 内燃機関１２の冷間始動時に於ける蓄熱タンク６４内の
温水の温度Ｔhが基準値未満であるときには、内燃機関
１２へ蓄熱タンク６４内の温水を供給しても十分な暖機
効果が得られないので、温水の供給は行われない。尚内
燃機関１２の冷間始動時に於ける循環冷却水の温度は低
いので、サーモスタット弁５０は冷却水循環ポンプ４０
の吸入側をバイパス通路４８に接続し、従って冷却水は
ラジエータ４６を通過することなく内燃機関１２内の冷
却水通路及びバイパス通路４８のみを循環する。また三
方向切換弁５４は導管５２を導管６０に接続した状態に
維持される。(A) Cold start (hot water non-supply) mode When the temperature Th of the hot water in the heat storage tank 64 at the cold start of the internal combustion engine 12 is lower than the reference value, the heat storage tank 64 is transferred to the internal combustion engine 12. The warm water is not supplied because the sufficient warm-up effect cannot be obtained even if the hot water is supplied. Since the temperature of the circulating cooling water at the cold start of the internal combustion engine 12 is low, the thermostat valve 50 is installed in the cooling water circulating pump 40.
Is connected to the bypass passage 48, so that the cooling water circulates only in the cooling water passage and the bypass passage 48 in the internal combustion engine 12 without passing through the radiator 46. Further, the three-way switching valve 54 is maintained in a state where the conduit 52 is connected to the conduit 60.

【００４９】（ｂ）冷間始動（温水供給）モード 内燃機関１２の冷間始動時に於ける蓄熱タンク６４内の
温水の温度Ｔhが基準値以上であるときには、三方向切
換弁５４により導管５２と導管６６との連通が維持され
た状態にて電動ポンプ６８が駆動され、これにより蓄熱
タンク６４内の温水が導管６６及び５２を経て内燃機関
１２の冷却系へ供給され、内燃機関１２内の冷却水の一
部が温水に置き換えられることにより内燃機関の暖機が
促進される。尚この場合にもサーモスタット弁５０は冷
却水循環ポンプ４０の吸入側をバイパス通路４８に接続
した状態を維持するので、冷却水はラジエータ４６を通
過することなく内燃機関１２内の冷却水通路及びバイパ
ス通路４８を循環し、その一部は導管７０を経て蓄熱タ
ンク６４へ導入される。(B) Cold start (hot water supply) mode When the temperature Th of the hot water in the heat storage tank 64 at the cold start of the internal combustion engine 12 is equal to or higher than the reference value, the three-way switching valve 54 connects the conduit 52 to the conduit 52. The electric pump 68 is driven in a state where communication with the conduit 66 is maintained, whereby hot water in the heat storage tank 64 is supplied to the cooling system of the internal combustion engine 12 via the conduits 66 and 52 to cool the internal combustion engine 12. Warming up of the internal combustion engine is promoted by replacing a part of the water with hot water. Even in this case, since the thermostat valve 50 maintains the state where the suction side of the cooling water circulation pump 40 is connected to the bypass passage 48, the cooling water does not pass through the radiator 46 and the cooling water passage and the bypass passage in the internal combustion engine 12 do not flow. It circulates 48, and a part of it is introduced into the heat storage tank 64 via the conduit 70.

【００５０】（ｃ）通常運転（温水回収）モード 内燃機関１２の暖機が完了すると、サーモスタット弁５
０が冷却水循環ポンプ４０の吸入側を導管４２に接続
し、冷却水はラジエータ４６及び内燃機関１２内の冷却
水通路を直列式に通過して循環し、ラジエータ４６に於
いて冷却される。また所定の温水回収開始条件が成立す
ると、例えば冷却水温Ｔcにより内燃機関１２の暖機が
完了したことが確認されると、導管５２と導管６０との
連通が維持された状態にて所定の時間に亘り導管６６が
三方向切換弁５４により導管５２に接続され、冷却水循
環ポンプ４０の循環作用により内燃機関１２の冷却系よ
り蓄熱タンク６４内へ温水が回収される。この場合所定
の時間は蓄熱タンク６４内の冷却水が完全に温水に置き
換えられるに必要な時間に設定される。(C) Normal operation (hot water recovery) mode When warming up of the internal combustion engine 12 is completed, the thermostat valve 5
0 connects the suction side of the cooling water circulation pump 40 to the conduit 42, the cooling water circulates through the radiator 46 and the cooling water passage in the internal combustion engine 12 in series, and is cooled in the radiator 46. When the predetermined warm water recovery start condition is satisfied, for example, when it is confirmed that the warm-up of the internal combustion engine 12 has been completed by the cooling water temperature Tc, the communication between the conduit 52 and the conduit 60 is maintained for a predetermined time. The conduit 66 is connected to the conduit 52 by the three-way switching valve 54, and hot water is recovered from the cooling system of the internal combustion engine 12 into the heat storage tank 64 by the circulating action of the cooling water circulation pump 40. In this case, the predetermined time is set to the time required to completely replace the cooling water in the heat storage tank 64 with hot water.

【００５１】（ｄ）通常運転（温水非回収）モード 温水の回収が完了すると、三方向切換弁５４が導管５２
と導管６０とを接続し且つ導管５２と導管６６との連通
を遮断する標準状態に戻され、冷却水は冷却水循環ポン
プ４０によりラジエータ４６及び内燃機関１２内の冷却
水通路を直列式に通過して循環され、ラジエータ４６に
於いて冷却される。(D) Normal operation (warm water non-recovery) mode When the collection of hot water is completed, the three-way switching valve 54 is activated by the conduit 52.
And the conduit 60 are connected to each other and the communication between the conduit 52 and the conduit 66 is cut off, and the cooling water is pumped by the cooling water circulation pump 40 through the radiator 46 and the cooling water passage in the internal combustion engine 12 in series. Is circulated and cooled in the radiator 46.

【００５２】（ｅ）通常運転（ヒータ作動）モード 室内暖房用のヒータ５８が作動される場合には、三方向
切換弁５４により導管５２が導管６０に接続された状態
にて図には示されていない電動ファンが駆動され、これ
により内燃機関１２内の昇温した冷却水の一部が導管５
２及び６０を経て循環されることによりヒータ５８が加
熱されると共に、ヒータ５８の熱が電動ファンによる送
風により車室内へ供給される。尚ヒータ５８が作動され
ている状況に於いてハイブリッド装置１０がエコランモ
ードになり内燃機関１２が自動的に停止されると、電動
ポンプ５６が駆動され、これにより昇温した冷却水の循
環が継続される。(E) Normal operation (heater operation) mode When the heater 58 for heating the room is operated, the conduit 52 is connected to the conduit 60 by the three-way switching valve 54. The electric fan, which is not installed, is driven so that a part of the heated cooling water in the internal combustion engine 12 is partially removed by the conduit 5
The heater 58 is heated by being circulated through 2 and 60, and at the same time, the heat of the heater 58 is supplied to the vehicle interior by the air blow by the electric fan. When the hybrid device 10 enters the eco-run mode and the internal combustion engine 12 is automatically stopped while the heater 58 is operating, the electric pump 56 is driven, and the circulation of the heated cooling water is continued. To be done.

【００５３】次に図３及び図４に示されたフローチャー
トを参照して第一の実施形態に於いて内燃機関制御装置
により達成される温水回収制御ルーチン及び内燃機関停
止制御ルーチンについて説明する。尚図３及び図４に示
されたフローチャートによる制御は図には示されていな
いイグニッションスイッチの閉成により開始され、所定
の時間毎に繰返し実行される。Next, the hot water recovery control routine and the internal combustion engine stop control routine achieved by the internal combustion engine control system in the first embodiment will be described with reference to the flow charts shown in FIGS. The control according to the flowcharts shown in FIGS. 3 and 4 is started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

【００５４】まずステップ１０に於いては機関回転数セ
ンサ７２により検出された機関回転数Ｎeを示す信号等
の読み込みが行われ、ステップ１０に於いては温水の回
収中であるか否かの判別、即ち既に蓄熱タンク６４内へ
の温水の回収が開始されているか否かの判別が行われ、
肯定判別が行われたときにはステップ５０へ進み、否定
判別が行われたときにはステップ３０へ進む。First, at step 10, a signal indicating the engine speed Ne detected by the engine speed sensor 72 is read, and at step 10, it is determined whether or not hot water is being collected. That is, it is determined whether or not the collection of hot water into the heat storage tank 64 has already started,
When a positive determination is made, the routine proceeds to step 50, and when a negative determination is made, the routine proceeds to step 30.

【００５５】ステップ３０に於いては例えば内燃機関１
２が運転されており機関冷却水温センサ７４により検出
された冷却水温Ｔcが基準値以上であるか否かの判別に
より、温水回収の開始条件が成立したか否かの判別が行
われ、否定判別が行われたときにはそのまま図３に示さ
れたルーチンによる制御を一旦終了し、肯定判別が行わ
れたときにはステップ４０に於いて導管５２と導管６０
との連通が維持された状態にて導管６６が三方向切換弁
５４により導管５２に接続され、これにより内燃機関１
２の冷却系より蓄熱タンク６４内への温水の回収が開始
される。In step 30, for example, the internal combustion engine 1
No. 2 is operating and whether the cooling water temperature Tc detected by the engine cooling water temperature sensor 74 is equal to or higher than the reference value, it is determined whether or not the condition for starting hot water recovery is satisfied, and a negative determination is made. 3 is once ended, the control by the routine shown in FIG. 3 is once ended, and when an affirmative determination is made, the conduit 52 and the conduit 60 in step 40.
The conduit 66 is connected to the conduit 52 by the three-way switching valve 54 while maintaining communication with the internal combustion engine 1
Recovery of hot water from the second cooling system into the heat storage tank 64 is started.

【００５６】ステップ５０に於いては例えば温水の回収
が開始された時点より所定の時間が経過したか否かの判
別により、温水回収の終了条件が成立したか否かの判別
が行われ、否定判別が行われたときにはそのまま図３に
示されたルーチンによる制御を一旦終了し、肯定判別が
行われたときにはステップ６０に於いて三方向切換弁５
４により導管６６と導管５２との連通が遮断され、これ
により温水の回収が終了される。In step 50, for example, it is determined whether or not a condition for ending the warm water recovery is satisfied by determining whether or not a predetermined time has elapsed from the time when the recovery of the hot water was started, and the determination is negative. When the determination is made, the control by the routine shown in FIG. 3 is terminated as it is, and when the affirmative determination is made, the three-way switching valve 5 is operated at step 60.
4, the communication between the conduit 66 and the conduit 52 is cut off, whereby the collection of hot water is completed.

【００５７】図４に示された内燃機関の自動停止制御ル
ーチンは動力制御ルーチンの一部として実行され、ステ
ップ２１０に於いては温水回収中であるか否かの判別が
行われ、否定判別が行われたときにはステップ２２０に
於いて非温水回収時の内燃機関停止許可条件が設定さ
れ、肯定判別が行われたときにはステップ２３０に於い
て温水回収時の内燃機関停止許可条件が設定される。The internal combustion engine automatic stop control routine shown in FIG. 4 is executed as a part of the power control routine. In step 210, it is judged whether or not hot water is being collected, and a negative judgment is made. If so, the internal combustion engine stop permission condition for non-hot water recovery is set in step 220, and if the affirmative determination is made, the internal combustion engine stop permission condition for hot water recovery is set in step 230.

【００５８】この場合、温水回収時の内燃機関停止許可
条件は非温水回収時の内燃機関停止許可条件よりも厳し
い条件、即ち内燃機関１２が自動的に停止されにくくな
る条件に設定される。また内燃機関停止許可条件の設定
項目は例えば車速、内燃機関１２に対する要求パワー、
ハイブリッド装置１０に対する要求パワー等であってよ
い。In this case, the internal combustion engine stop permitting condition at the time of collecting hot water is set to a stricter condition than the internal combustion engine stop permitting condition at the time of collecting non-hot water, that is, the condition in which the internal combustion engine 12 is less likely to be automatically stopped. The setting items of the internal combustion engine stop permission condition are, for example, the vehicle speed, the required power for the internal combustion engine 12,
It may be the required power or the like for the hybrid device 10.

【００５９】ステップ２５０に於いては内燃機関停止許
可条件が成立しているか否かの判別が行われ、否定判別
が行われたときには内燃機関１２の停止指令が出力され
ることなく図４に示されたルーチンによる制御を一旦終
了し、肯定判別が行われたときにはステップ２３０に於
いて内燃機関１２の停止指令が動力制御ルーチンへ出力
される。In step 250, it is judged whether or not the internal combustion engine stop permission condition is satisfied, and when a negative judgment is made, the stop command for the internal combustion engine 12 is not output and shown in FIG. If the affirmative determination is made after the control by the routine described above is once terminated, a stop command for the internal combustion engine 12 is output to the power control routine in step 230.

【００６０】かくして図示の第一の実施形態によれば、
ステップ２０及び３０に於いて温水の回収開始条件が成
立したと判定されると、ステップ４０に於いて温水の回
収が開始され、ステップ５０に於いて温水の回収終了条
件が成立したと判定されると、ステップ６０に於いて温
水の回収が終了される。Thus, according to the illustrated first embodiment,
When it is determined in steps 20 and 30 that the warm water recovery start condition is satisfied, it is determined in step 40 that the warm water recovery is started, and in step 50 that the hot water recovery end condition is satisfied. Then, in step 60, the collection of hot water is completed.

【００６１】また温水の回収が行われていないときに
は、ステップ２１０に於いて否定判別が行われ、ステッ
プ２２０に於いて内燃機関停止許可条件が非温水回収時
の通常の条件に設定されるが、温水回収中であるときに
は、ステップ２１０に於いて肯定判別が行われ、ステッ
プ２２０に於いて内燃機関停止許可条件が通常の条件よ
りも厳しい温水回収時の条件に設定される。When hot water is not collected, a negative determination is made in step 210, and the internal combustion engine stop permission condition is set to the normal condition for non-hot water collection in step 220. When hot water is being collected, an affirmative determination is made in step 210, and in step 220, the internal combustion engine stop permission condition is set to a condition for hot water recovery that is stricter than the normal condition.

【００６２】従って温水回収中であるときには非温水回
収時に比して内燃機関の自動停止が行われにくくなるの
で、温水回収中に内燃機関が自動停止され、導管６６が
導管５２及び６０と連通した状態にて電動ポンプ５６が
駆動されることにより、蓄熱タンク６４内の温水が電動
ポンプ５６により吸い出される虞れを低減することがで
きる。Therefore, when the hot water is being collected, the internal combustion engine is less likely to be automatically stopped than when the non-hot water is being collected. Therefore, the internal combustion engine is automatically stopped during the hot water recovery, and the conduit 66 communicates with the conduits 52 and 60. By driving the electric pump 56 in this state, it is possible to reduce the risk that the hot water in the heat storage tank 64 is sucked by the electric pump 56.

【００６３】特に図示の実施形態によれば、温水回収中
であるときには内燃機関停止許可条件が通常の条件より
も厳しい温水回収時の条件に設定され、内燃機関１２の
自動停止が完全に禁止される訳ではないので、車輌の走
行状況に応じたハイブリッド装置１０の最適な運転状態
が大きく阻害される虞れを低減することができる。In particular, according to the illustrated embodiment, when the hot water is being collected, the internal combustion engine stop permission condition is set to a stricter condition than the normal condition during the hot water recovery, and the automatic stop of the internal combustion engine 12 is completely prohibited. Therefore, it is possible to reduce the risk that the optimum operating state of the hybrid device 10 according to the traveling state of the vehicle is significantly hindered.

【００６４】第二の実施形態 図５及び図６はそれぞれ本発明による温水式蓄熱装置の
第二の実施形態に於いて内燃機関制御装置により達成さ
れる温水回収制御ルーチン及び内燃機関の自動停止制御
ルーチンを示すフローチャートである。尚図５及び図６
に於いて図３及び図４に示されたステップと同一のステ
ップには図３及び図４に於いて付されたステップ番号と
同一のステップ番号が付されている。 Second Embodiment FIGS. 5 and 6 are respectively a hot water recovery control routine and an automatic stop control of an internal combustion engine achieved by an internal combustion engine controller in a second embodiment of the hot water heat storage apparatus according to the present invention. It is a flow chart which shows a routine. 5 and 6
3 and 4, the same steps as those shown in FIGS. 3 and 4 are given the same step numbers as those shown in FIGS. 3 and 4.

【００６５】この第二の実施形態に於いては、ステップ
１０〜６０は上述の第一の実施形態の場合と同様に実行
され、ステップ５０に於いて否定判別が行われたときに
はステップ７０に於いて温水回収中のエコラン（内燃機
関１２の自動停止）の回数が例えば２の如き所定値以上
であるか否かの判別が行われ、否定判別が行われたとき
にはエコラン禁止指令が出力されることなく図５に示さ
れたルーチンによる制御を一旦終了し、肯定判別が行わ
れたときにはステップ８０に於いてエコラン禁止指令が
動力制御ルーチンへ出力される。In this second embodiment, steps 10 to 60 are executed in the same manner as in the case of the first embodiment described above, and when a negative determination is made in step 50, in step 70. Therefore, it is determined whether or not the number of eco-runs (automatic stop of the internal combustion engine 12) during hot water recovery is equal to or greater than a predetermined value such as 2, and when a negative determination is made, an eco-run prohibition command is output. Instead, the control by the routine shown in FIG. 5 is once ended, and when an affirmative determination is made, the eco-run prohibition command is output to the power control routine in step 80.

【００６６】ステップ６０の次に実行されるステップ６
０に於いては、既にエコラン禁止指令が動力制御ルーチ
ンへ出力されているときには、エコラン禁止を解除する
指令が動力制御ルーチンへ出力され、これにより内燃機
関１２の自動停止が可能な状態に戻される。Step 6 executed after step 60
At 0, when the eco-run prohibition command has already been output to the power control routine, a command for canceling the eco-run prohibition is output to the power control routine, thereby returning the internal combustion engine 12 to a state in which it can be automatically stopped. .

【００６７】図６に示された内燃機関の自動停止制御ル
ーチンも動力制御ルーチンの一部として実行され、ステ
ップ２４０に於いてはエコラン禁止状態にあるか否かの
判別が行われ、肯定判別が行われたときには図６に示さ
れたルーチンによる制御を一旦終了し、否定判別が行わ
れたときにはステップ２５０へ進み、ステップ２５０及
び２６０は上述の第一の実施形態の場合と同様に実行さ
れる。The automatic stop control routine for the internal combustion engine shown in FIG. 6 is also executed as a part of the power control routine. In step 240, it is determined whether or not the economy running prohibition state is set, and a positive determination is made. When it is performed, the control by the routine shown in FIG. 6 is once terminated, and when a negative determination is made, the process proceeds to step 250, and steps 250 and 260 are executed in the same manner as in the case of the above-described first embodiment. .

【００６８】かくして図示の第二の実施形態によれば、
ステップ２０及び５０に於いて温水回収中であると判定
されると、ステップ７０及び８０に於いて温水回収中の
エコランの回数が例えば所定値以上である場合にはエコ
ランが禁止され、従ってこの場合にはステップ２４０に
於いて肯定判別が行われるので、ステップ２５０の内燃
機関１２を自動的に停止させるべきか否かの判別は行わ
れず、これにより内燃機関１２の自動停止が阻止され
る。Thus, according to the illustrated second embodiment,
If it is determined in steps 20 and 50 that the hot water is being collected, the eco-run is prohibited if the number of eco-runs during the hot water recovery is, for example, a predetermined value or more in steps 70 and 80. Therefore, in this case Since the affirmative determination is made in step 240, the determination as to whether or not the internal combustion engine 12 should be automatically stopped in step 250 is not performed, and thus the automatic stop of the internal combustion engine 12 is prevented.

【００６９】従って温水回収中に頻繁に内燃機関１２が
自動停止される場合には、内燃機関１２の自動停止を阻
止し、これにより導管６６が導管５２及び６０と連通し
た状態にて電動ポンプ５６が駆動されることにより蓄熱
タンク６４内の温水が電動ポンプ５６により吸い出され
る虞れを低減することができる。Therefore, in the case where the internal combustion engine 12 is automatically stopped frequently during the recovery of hot water, the automatic stop of the internal combustion engine 12 is prevented so that the electric pump 56 is in a state where the conduit 66 is in communication with the conduits 52 and 60. Is driven, it is possible to reduce the risk that hot water in the heat storage tank 64 is sucked by the electric pump 56.

【００７０】尚上述の第一及び第二の実施形態によれ
ば、温水回収中に内燃機関１２が自動停止される度に三
方向切換弁５４を切り換えて導管６６と導管５２との連
通を遮断する必要がないので、三方向切換弁５４を切り
換え頻度が高くなることに起因してその耐久性が悪化す
ることを確実に防止することができ、また温水回収中に
内燃機関１２が自動停止されると温水の回収が中断され
る場合に比して、温水の回収を確実に達成することがで
きると共に、温水の回収を頻繁にやり直さなければなら
なくなる虞れを確実に低減することができる。According to the above-mentioned first and second embodiments, the three-way switching valve 54 is switched every time the internal combustion engine 12 is automatically stopped during the recovery of hot water, and the communication between the conduit 66 and the conduit 52 is cut off. Therefore, it is possible to reliably prevent the durability of the three-way switching valve 54 from being deteriorated due to the frequent switching of the three-way switching valve 54, and the internal combustion engine 12 is automatically stopped during the hot water recovery. Then, as compared with the case where the collection of the hot water is interrupted, the collection of the hot water can be surely achieved, and the possibility that the collection of the hot water must be frequently redone can be surely reduced.

【００７１】第三の実施形態 図７は本発明による温水式蓄熱装置の第三の実施形態に
於いて内燃機関制御装置により達成される温水回収制御
ルーチンを示すフローチャートである。尚図７に於いて
図３及び図５に示されたステップと同一のステップには
図３及び図５に於いて付されたステップ番号と同一のス
テップ番号が付されている。 Third Embodiment FIG. 7 is a flowchart showing a hot water recovery control routine achieved by an internal combustion engine controller in a third embodiment of the hot water heat storage apparatus according to the present invention. In FIG. 7, the same steps as those shown in FIGS. 3 and 5 have the same step numbers as those shown in FIGS. 3 and 5.

【００７２】この第三の実施形態に於いては、ステップ
１０〜６０は上述の第一の実施形態の場合と同様に実行
され、ステップ５０に於いて否定判別が行われたときに
はステップ１００に於いて図には示されていない動力制
御ルーチンに於いて内燃機関停止許可条件が成立した旨
の判定が行われたか否かの判別が行われ、否定判別が行
われたときには図７に示されたルーチンによる制御を一
旦終了し、肯定判別が行われたときにはステップ１１０
へ進む。In this third embodiment, steps 10 to 60 are executed in the same manner as in the case of the first embodiment described above, and when a negative determination is made in step 50, in step 100. Then, in a power control routine not shown in the figure, it is determined whether or not the internal combustion engine stop permission condition is satisfied, and when a negative determination is made, it is shown in FIG. If the control by the routine is once ended and a positive determination is made, step 110
Go to.

【００７３】ステップ１１０に於いては蓄熱タンク６４
内の水温Ｔhが所定値Ｔhe以上であるか否かの判別が行
われ、肯定判別が行われたときにはステップ６０へ進む
ことにより温水の回収が終了され、否定判別が行われた
ときにはステップ１２０に於いて三方向切換弁５４によ
って導管６６と導管５２との連通が遮断されることによ
り温水の回収が中断される。In step 110, the heat storage tank 64
It is determined whether or not the water temperature Th in the inside is equal to or higher than the predetermined value The, and when the affirmative determination is made, the process proceeds to step 60 to end the collection of hot water, and when the negative determination is made, the process goes to step 120. At this point, the three-way switching valve 54 cuts off the communication between the conduit 66 and the conduit 52, so that the collection of hot water is interrupted.

【００７４】尚、所定値Ｔheは内燃機関１２の冷間始動
時に温水を内燃機関の冷却系へ供給することによりその
冷間始動性を十分に向上させ排気エミッションを十分に
低減し得るに足る温度に設定される。またこの所定値Ｔ
heはステップ５０に於ける温水回収の終了条件に蓄熱タ
ンク６４内の水温Ｔhが含まれれている場合には、その
基準値よりも低い温度に設定される。The predetermined value The is a temperature at which the cold startability of the internal combustion engine 12 is sufficiently improved by supplying hot water to the cooling system of the internal combustion engine at the time of cold start of the internal combustion engine 12 and exhaust emission can be sufficiently reduced. Is set to. Also, this predetermined value T
he is set to a temperature lower than the reference value when the water temperature Th in the heat storage tank 64 is included in the conditions for ending the warm water recovery in step 50.

【００７５】更にステップ６０により温水の回収が終了
された場合には、蓄熱タンク６４よりの温水の供給がさ
れない限り、温水の回収は行われないが、ステップ１２
０により温水の回収が中断された場合には、蓄熱タンク
６４内の温度が十分に上昇していないので、ステップ３
０に於いて温水の回収開始条件が成立したと判定される
ことにより温水の回収がやり直されてもよく、また温水
回収の時間が所定の時間になるまで温水の回収が再開さ
れてもよい。Further, when the collection of the hot water is completed in step 60, the collection of the hot water is not carried out unless the hot water is supplied from the heat storage tank 64, but the step 12
If the collection of hot water is interrupted due to 0, the temperature in the heat storage tank 64 has not risen sufficiently, so step 3
When it is determined that the condition for starting collection of hot water is satisfied at 0, the collection of hot water may be restarted, or the collection of hot water may be restarted until the time for collecting hot water reaches a predetermined time.

【００７６】かくして図示の第三の実施形態によれば、
ステップ５０及び１００に於いて温水回収中に内燃機関
の停止許可条件が成立したと判定されると、蓄熱タンク
６４内の温度が十分に上昇していれば温水の回収が終了
され（ステップ１１０及び６０）、蓄熱タンク６４内の
温度が十分に上昇していなければ温水の回収が中断され
る（ステップ１１０及び１２０）。Thus, according to the illustrated third embodiment,
If it is determined in steps 50 and 100 that the stop permission condition of the internal combustion engine is satisfied during the hot water recovery, if the temperature in the heat storage tank 64 has risen sufficiently, the hot water recovery is terminated (steps 110 and 110). 60), if the temperature in the heat storage tank 64 has not risen sufficiently, collection of hot water is interrupted (steps 110 and 120).

【００７７】従って温水回収中に内燃機関１２が自動的
に停止されると、温水の回収は行われなくなり、蓄熱タ
ンク６４と導管６０との連通が遮断されるので、電動ポ
ンプ５６により蓄熱タンク６４内の温水が吸い出される
ことを確実に防止することができ、また温水回収による
内燃機関１２の自動停止に対する影響を排除し、車輌の
走行状況に応じて確実に内燃機関１２を自動的に停止さ
せることができる。Therefore, if the internal combustion engine 12 is automatically stopped during the collection of hot water, the collection of hot water is stopped and the communication between the heat storage tank 64 and the conduit 60 is cut off. It is possible to reliably prevent the hot water in the inside from being sucked out, and to eliminate the influence of the hot water recovery on the automatic stop of the internal combustion engine 12, and to automatically stop the internal combustion engine 12 according to the running condition of the vehicle. Can be made.

【００７８】以上に於いては本発明を特定の実施形態に
ついて詳細に説明したが、本発明は上述の実施形態に限
定されるものではなく、本発明の範囲内にて他の種々の
実施形態が可能であることは当業者にとって明らかであ
ろう。Although the present invention has been described in detail above with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments within the scope of the present invention. It will be apparent to those skilled in the art that

【００７９】例えば上述の各実施形態に於いては、車輌
は内燃機関１２を主動力源とし電動モータ１４を補助動
力源とし、内燃機関１２、電動モータ１４、発電機１８
が動力分配装置１６により互いに接続されたハイブリッ
ド装置１０を有するハイブリッド車輌であるが、本発明
による温水式蓄熱装置が適用されるハイブリッド車輌は
当技術分野に於いて公知の任意の構成のものであってよ
い。For example, in each of the above-described embodiments, the vehicle uses the internal combustion engine 12 as the main power source and the electric motor 14 as the auxiliary power source, and the internal combustion engine 12, the electric motor 14, and the generator 18 are provided.
Is a hybrid vehicle having the hybrid device 10 connected to each other by the power distribution device 16. The hybrid vehicle to which the hot water heat storage device according to the present invention is applied has any configuration known in the art. You may

【００８０】また上述の第一乃至第三の実施形態に於い
ては、蓄熱タンク内の温水は導管６６及び５２を経て内
燃機関１２のシリンダヘッド側へ供給されるようになっ
ているが、内燃機関１２に対する温水の供給は他の態様
にて行われるよう修正されてもよい。In the first to third embodiments described above, the hot water in the heat storage tank is supplied to the cylinder head side of the internal combustion engine 12 via the conduits 66 and 52. The hot water supply to the engine 12 may be modified to be performed in other ways.

【００８１】更に上述の第三の実施形態に於いては、ス
テップ１１０に於いて否定判別が行われたときにはステ
ップ１２０に於いて温水の回収が中断されるようになっ
ているが、蓄熱タンク６４内の水温Ｔhが所定値Ｔhe未
満であるときには、蓄熱タンク６４内の水温Ｔhが所定
値Ｔheになるまで又は温水の回収が完了するまで内燃機
関１２の自動停止が延期されるよう修正されてもよい。Further, in the above-described third embodiment, when the negative determination is made in step 110, the collection of hot water is interrupted in step 120, but the heat storage tank 64 If the internal water temperature Th is less than the predetermined value The, the automatic stop of the internal combustion engine 12 may be postponed until the water temperature Th in the heat storage tank 64 reaches the predetermined value The or until the collection of hot water is completed. Good.

【図面の簡単な説明】[Brief description of drawings]

【図１】温水式暖機促進装置に適用された本発明による
温水式蓄熱装置の第一の実施形態が組み込まれたハイブ
リッド装置を示す概略構成図である。FIG. 1 is a schematic configuration diagram showing a hybrid device incorporating a first embodiment of a hot water type heat storage device according to the present invention applied to a hot water type warming acceleration device.

【図２】本発明による温水式蓄熱装置の第一の実施形態
を内燃機関及びその冷却系と共に示す概略構成図であ
る。FIG. 2 is a schematic configuration diagram showing a first embodiment of a hot water type heat storage device according to the present invention together with an internal combustion engine and a cooling system thereof.

【図３】第一の実施形態に於いて内燃機関制御装置によ
り達成される温水回収制御ルーチンを示すフローチャー
トである。FIG. 3 is a flowchart showing a hot water recovery control routine achieved by the internal combustion engine control device in the first embodiment.

【図４】第一の実施形態に於いて内燃機関制御装置によ
り達成される内燃機関停止制御ルーチンを示すフローチ
ャートである。FIG. 4 is a flowchart showing an internal combustion engine stop control routine achieved by the internal combustion engine control device in the first embodiment.

【図５】第二の実施形態に於いて内燃機関制御装置によ
り達成される温水回収制御ルーチンを示すフローチャー
トである。FIG. 5 is a flow chart showing a hot water recovery control routine achieved by an internal combustion engine controller in the second embodiment.

【図６】第二の実施形態に於いて内燃機関制御装置によ
り達成される内燃機関停止制御ルーチンを示すフローチ
ャートである。FIG. 6 is a flowchart showing an internal combustion engine stop control routine achieved by an internal combustion engine control device in the second embodiment.

【図７】第三の実施形態に於いて内燃機関制御装置によ
り達成される温水回収制御ルーチンを示すフローチャー
トである。FIG. 7 is a flowchart showing a hot water recovery control routine achieved by an internal combustion engine controller in the third embodiment.

【符号の説明】[Explanation of symbols]

１０…ハイブリッド装置 １２…内燃機関 １４…電動モータ １６…動力分配装置 １８…発電機 ２６…インバータ ２８…バッテリ ３０…内燃機関制御装置 ３２…ハイブリッド制御装置 ４０…冷却水循環ポンプ ４６…ラジエータ ５０…サーモスタット弁 ５４…三方向切換弁 ５６、６８…電動ポンプ ５８…ヒータ ６２…温水式蓄熱装置 ６４…蓄熱タンク ７２…機関回転数センサ ７４…機関冷却水温センサ ７６…蓄熱タンク内水温センサ 10 ... Hybrid device 12 ... Internal combustion engine 14 ... Electric motor 16 ... Power distribution device 18 ... Generator 26 ... Inverter 28 ... Battery 30 ... Internal combustion engine control device 32 ... Hybrid control device 40 ... Cooling water circulation pump 46 ... Radiator 50 ... Thermostat valve 54 ... Three-way switching valve 56, 68 ... Electric pump 58 ... Heater 62 ... Hot water type heat storage device 64 ... Heat storage tank 72 ... Engine speed sensor 74 ... Engine cooling water temperature sensor 76 ... Water temperature sensor in heat storage tank

Claims (5)

【特許請求の範囲】[Claims] 【請求項１】機関出力を利用して冷却水が循環される第
一及び第二の冷却水循環系を備えた内燃機関と、所定の
停止条件が成立したときには前記内燃機関を自動的に停
止させる自動停止手段と、前記内燃機関の停止中に前記
第二の冷却水循環系に冷却水を循環させる機関停止時冷
却水循環手段とを有するハイブリッド車輌のための温水
式蓄熱装置であって、前記内燃機関より前記第二の冷却
水循環系の一部を経て昇温した冷却水の一部を温水とし
て回収し蓄える蓄熱タンクを有する温水式蓄熱装置にし
て、前記内燃機関の自動停止中に温水が回収される事態
の発生を抑制する抑制手段を有することを特徴とする温
水式蓄熱装置。1. An internal combustion engine having first and second cooling water circulation systems in which cooling water is circulated using engine output, and the internal combustion engine is automatically stopped when a predetermined stop condition is satisfied. A hot water heat storage apparatus for a hybrid vehicle, comprising: an automatic stop means; and an engine stop cooling water circulation means for circulating cooling water in the second cooling water circulation system while the internal combustion engine is stopped. A hot water type heat storage device having a heat storage tank that collects and stores a part of the cooling water that has been heated through a part of the second cooling water circulation system as hot water, and the hot water is recovered during the automatic stop of the internal combustion engine. A hot water type heat storage device having a suppressing means for suppressing the occurrence of such a situation. 【請求項２】前記抑制手段は温水が回収されているとき
には前記内燃機関の自動停止を抑制することを特徴とす
る請求項１に記載の温水式蓄熱装置。2. The hot water heat storage apparatus according to claim 1, wherein the suppressing means suppresses automatic stop of the internal combustion engine when hot water is being collected. 【請求項３】前記抑制手段は温水回収中に前記内燃機関
の自動停止回数が所定値以上となったときには温水の回
収が完了するまで前記内燃機関の自動停止を禁止するこ
とを特徴とする請求項１に記載の温水式蓄熱装置。3. The suppressing means prohibits the automatic stop of the internal combustion engine until the collection of the hot water is completed when the number of automatic stops of the internal combustion engine during hot water recovery reaches a predetermined value or more. Item 1. A hot water heat storage device according to item 1. 【請求項４】前記抑制手段は温水が回収されているとき
に前記内燃機関が自動停止されるときには温水の回収を
終了し前記蓄熱タンクと前記第二の冷却水循環系との間
の連通を遮断することを特徴とする請求項１に記載の温
水式蓄熱装置。4. The suppressing means terminates the collection of the hot water when the internal combustion engine is automatically stopped while the hot water is being collected, and shuts off the communication between the heat storage tank and the second cooling water circulation system. The hot water type heat storage device according to claim 1. 【請求項５】前記抑制手段は温水が回収されているとき
に前記内燃機関が自動停止されるときには前記蓄熱タン
クと前記第二の冷却水循環系との間の連通を遮断し温水
の回収を中断することを特徴とする請求項１に記載の温
水式蓄熱装置。5. The suppressing means interrupts the communication between the heat storage tank and the second cooling water circulation system to interrupt the collection of hot water when the internal combustion engine is automatically stopped while hot water is being collected. The hot water type heat storage device according to claim 1.
JP2002101068A 2002-04-03 2002-04-03 Hot water storage system for hybrid vehicles Expired - Fee Related JP3757892B2 (en)

Priority Applications (4)

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JP2002101068A JP3757892B2 (en) 2002-04-03 2002-04-03 Hot water storage system for hybrid vehicles
US10/390,687 US6928962B2 (en) 2002-04-03 2003-03-19 Hot coolant type heat accumulating apparatus for a hybrid vehicle and heat accumulating method thereof
DE10315265A DE10315265B4 (en) 2002-04-03 2003-04-03 Storage device for heat from a warm coolant for a hybrid vehicle
FR0304141A FR2838163B1 (en) 2002-04-03 2003-04-03 HEAT COOLANT LIQUID TYPE HEAT ACCUMULATION APPARATUS FOR A HYBRID VEHICLE

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JP2002101068A JP3757892B2 (en) 2002-04-03 2002-04-03 Hot water storage system for hybrid vehicles

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JP2003293769A true JP2003293769A (en) 2003-10-15
JP3757892B2 JP3757892B2 (en) 2006-03-22

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JP (1) JP3757892B2 (en)
DE (1) DE10315265B4 (en)
FR (1) FR2838163B1 (en)

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JP4193309B2 (en) * 1999-11-18 2008-12-10 トヨタ自動車株式会社 Cooling device for internal combustion engine
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US8812183B2 (en) 2009-02-02 2014-08-19 Toyota Jidosha Kabushiki Kaisha Device for controlling hybrid vehicle
JP2016194271A (en) * 2015-04-01 2016-11-17 日産自動車株式会社 Control device for hybrid vehicle

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DE10315265A1 (en) 2003-11-13
FR2838163A1 (en) 2003-10-10
DE10315265B4 (en) 2008-09-11
JP3757892B2 (en) 2006-03-22
US6928962B2 (en) 2005-08-16
FR2838163B1 (en) 2008-02-29
US20040031452A1 (en) 2004-02-19

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